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The Armada, Nissan's full-size SUV, returns for 2010 with no changes to its standard V8 engine.

The Armada's 5.6-liter, 32-valve DOHC engine is known as the VK56DE. Based on the layout of Nissan's VQ-series V6, it is a 90-degree V8 with an aluminum block and heads, iron cylinder liners, forged steel connecting rods, and molybdenum-coated pistons to reduce internal friction. It uses Nissan's Continuously Variable Valve Timing Control System (CVTCS) on the intake valves, with a variable intake manifold to improve low-end torque. Designed specifically for truck and SUV use, the VK56DE engine is shared by the Nissan Pathfinder, Titan, and Infiniti QX56. In the Armada, it produces 317 horsepower and 385 lb-ft of torque.

When the Armada debuted in 2004, its 5.6-liter V8 was the most powerful engine in its class, and it gives the Armada strong acceleration and passing power. Rivals like the Chevrolet Tahoe and Toyota Sequoia now offer similar power, but the Armada still has class-leading towing capacity of up to 9,100 pounds. The VK56DE engine is smooth, but never entirely quiet. Some critics like its burbling exhaust note and throaty roar, but others find it too noisy.

Predictably, the big V8 is thirsty, even by full-size SUV standards. EPA estimated fuel economy is only 12/18 city/highway, which reviewers say is optimistic. Unlike the more highly tuned version of this engine in the Infiniti QX56, the Armada uses regular fuel.

In certain Midwestern, Southern, and Southeastern markets, Nissan offers a flexible-fuel version of this engine, capable of running on either gasoline or alternative fuels like E85, a blend of 85% ethanol and 15% gasoline. According to the EPA, using E85 reduces greenhouse gas emissions by up to 23%, but makes the 5.6-liter engine thirstier than ever. EPA fuel economy estimates on E85 are a dismal 9/13.

See more information about Nissan Armada Engine and other industry topics.

Corvette ZR1 Engine and Transmission

When Chevy reintroduced the Corvette ZR1 in late 2008 it was official that the King of the Hill was coming back in town. In 2009 and again in 2010 the ZR1 was made available for sale and although it costs over $100,000 it is still relatively cheap for everything you get.

When the engineers at GM set out to create the new Corvette ZR1 they wanted something that would be powered like never before. What they ended up with was nothing less than an all new supercharged V-8 dubbed the LS9.

While the LS9 is indeed supercharged and one of the reasons that the engine is capable of putting out over 600 horsepower, the engine itself would be powerful if it were only used as a standalone. It shares the same design as the base model Corvette's 6.2 liter engine but the ZR1's LS9 engine is improved with:

• A crankshaft that is forged steel.
• Main bearing caps that are steel.
• Connecting rods made of titanium.
• Pistons that are forged aluminum.
• Heads that are more consistent in density known as "roto-cast."
• Intake valves with more titanium so weight is reduced and strength is increased.
• Hollow exhaust valve stems.
• A flywheel attached with nine screws as opposed to the standard six.

 

With such attention to detail it is easy to see why the Corvette ZR1 is capable of top speeds that break the 200 mile per hour mark. Basically what you are getting is a street legal version of a race car engine.

As would come to no surprise the transmission to the all new ZR1 is also special in nature. This particular transmission consists of six speeds that are manual (stick shift) operation. The transmission is named the Tremec TR6060 and the ratio set is closed gear. Here are the improvements on the Corvette ZR1's transmission:

• 16 percent longer low gears that that of the Corvette Z06 which enables the Corvette ZR1 to go 60 miles per hour without leaving first gear.
• 26 percent shorter high gears that the Corvette Z06 which means a lower level red-line in fifth and sixth gear and the ability to take the super Vette over 200 miles per hour.
• Strengthened materials used in the shaft, gear shaft, and gearing to deal with the increase in torque that comes with the LS9.
• Improved shaft feel thanks to the use of a twin-plate clutch.

When combined the engine and the transmission of the new ZR1 are one of the most efficient and fastest pair in production today. This is why many enthusiasts and critics alike will say over and over again that the Corvette ZR1 is a bargain at just over $100,000. Really it makes perfect sense as the King of the Hill is a car that is capable of running with the Porches, Ferraris, and Vipers of the automotive world for just a fraction of the cost.

The engineers at GM will continue to make improvements to Corvette engines and transmissions as the years go on. While it may seem impossible to best what they have accomplished in the Corvette ZR1, the same attitude was felt when the original Corvette ZR1 came out back in 1990. But as history has proven, the 1990 King of the Hill was bested and so too will today's ZR1. Kind of makes for an exciting future doesn't it?

About the Author

Considered a leader in Corvette forums, and highly recommended by A. Schult is the blog and forum found at SmokinVette.com, where you can find tips and resources for the Corvette enthusiast.  For additional info on the Corvette ZR1, check out SmokinVette.com

How many horses can i get out of my sbc 355?

To all the experts i will tell u what i have bought for my engine!!! 4340 forged crankshaft, 4340 forged H beam connecting rods, SRP forged pistons, ring set(Plasma ductile iron top, reverse twist 2nd ring and standard tension oil ring) & Clevite 77 bearings. SB-Chevy IK 200 Aluminum Cylinder Heads
200cc Intake ports.
64cc Combustion Chambers
1.470'' Dual Valve Springs
(125 lbs. Closed / 325 lbs. Open)
.575'' Max lift
2.02''/1.60'' Valves
Straight Plug CAN SOME ONE GIVE ME A GOOD RANGE PS: IS MY CAM TO BIG •Advertised Duration (Int/Exh): 284/292
•Duration @ .050 (Int/Exh): 241/249
•Gross Valve Lift (Int/Exh): .525/.546
•LSA/ICL: 110/106
•Valve Lash (Int/Exh): Hyd/Hyd
•RPM Range: 2500-6600

Really need to know compression. SRP makes every type of piston so tell me what style crown (dish, flat top, dome) and what cc the piston is.

You know big power diff in 7:1 and 12:1 compression, plus also need to know compression to see if cam is matched to combo

Compression is also needed to pick a plug heat range

What's your oiling system? Theres a good 20 HP to be gained from use of a larger qt oil with trap door baffles, a windage screw, rear main baffle, lifter valley baffle?

Is that cam a hyd flat tappet, or hyd roller? Going buy the duration vs lift I would guess flat tappet

What intake and carb will you be using?

Going off the info you listed and guessing 10.0:1 compression, dual plane intake, 750 cfm carb

You'll make around 470 HP @ 6000 RPM and 450 ft lbs @ 5000 rpm

If 10:1 then yes cam is too big by about 8-10* @.050 on intake side and about 5-6* @ .050" on exhaust side

But all that is just talk with out knowing real compression

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